WO2020071249A1 - タイヤ摩耗推定方法 - Google Patents

タイヤ摩耗推定方法

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Publication number
WO2020071249A1
WO2020071249A1 PCT/JP2019/037991 JP2019037991W WO2020071249A1 WO 2020071249 A1 WO2020071249 A1 WO 2020071249A1 JP 2019037991 W JP2019037991 W JP 2019037991W WO 2020071249 A1 WO2020071249 A1 WO 2020071249A1
Authority
WO
WIPO (PCT)
Prior art keywords
tire
wear
measure
data
contact time
Prior art date
Application number
PCT/JP2019/037991
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
健太 西山
Original Assignee
株式会社ブリヂストン
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社ブリヂストン filed Critical 株式会社ブリヂストン
Priority to EP19869327.7A priority Critical patent/EP3862196B1/en
Priority to US17/267,892 priority patent/US11662272B2/en
Priority to JP2020550369A priority patent/JP7348198B2/ja
Priority to CN201980065180.2A priority patent/CN112789182A/zh
Publication of WO2020071249A1 publication Critical patent/WO2020071249A1/ja

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G01M17/02—Tyres
    • G01M17/025—Tyres using infrasonic, sonic or ultrasonic vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/24—Wear-indicating arrangements
    • B60C11/246—Tread wear monitoring systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/24—Wear-indicating arrangements
    • B60C11/243—Tread wear sensors, e.g. electronic sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/06—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle
    • B60C23/061—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle by monitoring wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/06—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle
    • B60C23/065—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle by monitoring vibrations in tyres or suspensions
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
    • G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant

Definitions

  • the present invention relates to a method for estimating the degree of tire wear from acceleration information detected by an acceleration sensor arranged in a tire.
  • an acceleration sensor is disposed in the tire, and a peak level on the depressed end side, which appears in a differential waveform of the acceleration in the tire radial direction kicked out detected by the acceleration sensor, or calculates the peak level of the end side, which together with an index V t deforming speed in the vicinity tire ground contact end or tire ground contact end and indicators V t of the deformation rate in the cube of the rotation time T r calculating a standardized deformation speed index V n t of the scaled, showing the relationship between the standardized and deformation speed index V n t, advance degree of wear of the tire which has been determined M and standardized deformation speed index V n t
  • a method for estimating the degree of wear of the tire from an MV map has been proposed (for example, see Patent Document 1).
  • the present invention has been made in view of the conventional problems, and estimates the degree of wear by estimating the wear measure of tires of other sizes using data from actual vehicle test of tires of some sizes. The purpose of this is to carry out efficiently.
  • the present invention provides a tire ground contact calculated from the magnitude of one or both of positive and negative peaks appearing in a radial acceleration waveform obtained by differentiating a time series waveform of a tire radial acceleration detected by an acceleration sensor mounted on a tire.
  • An index of the deformation speed in the vicinity of the end portion or the tire contact edge is a normalized deformation speed index obtained by standardizing the rotation time of the tire as a time interval of one of the positive and negative peaks.
  • a wear measure representing the degree of wear of the tire using the wear measure and a contact time ratio that is a ratio of a contact time that is a time interval between the positive peak and the negative peak with respect to the rotation time.
  • the wear measure, the ground contact time ratio, and the tire size which are determined in advance, are mutually determined. Using different tires is run wear measure obtained a relationship between the contact time ratio of's, and estimates the degree of tire wear. Thus, since it is not necessary to perform an actual vehicle test for each tire size, it is possible to efficiently estimate the degree of wear.
  • FIG. 3 is a diagram illustrating a deformed state of a tire. It is a figure showing an example of an acceleration differential waveform, and a calculation method of rotation time and contact time.
  • FIG. 3 is a diagram illustrating a relationship between a tire outer diameter and a wear measure. It is a figure showing the relation between a load measure and a wear measure.
  • FIG. 4 is a diagram illustrating a relationship between a wear measure and a remaining groove amount of a tire. 4 is a flowchart illustrating a tire wear estimation method according to the present invention.
  • FIG. 1 is a functional block diagram showing a configuration of a tire wear estimation device 10 according to the present embodiment.
  • the tire wear estimation device 10 includes an acceleration sensor 11, an acceleration waveform extraction unit 12, an acceleration differential waveform calculation unit 13, Deformation speed index calculation means 14, rotation time calculation means 15, contact time calculation means 16, standardized deformation speed index calculation means 17, contact time ratio calculation means 18, wear measure calculation means 19, data accumulation Means 20, storage means 21, and tire wear estimating means 22.
  • Each of the acceleration waveform extracting means 12 to the tire wear estimating means 22 includes, for example, computer software and a memory such as a RAM. As shown in FIG.
  • the acceleration sensor 11 is disposed substantially at the center of the inner liner portion 2 of the tire 1 on the tire air chamber 3 side, and detects a vibration input to the tread 4 of the tire 1 from the road surface as acceleration. I do.
  • the acceleration sensor 11 is arranged so that the detection direction is the tire radial direction, and the tire radial vibration input from the road surface is detected.
  • the position of the acceleration sensor 11 (strictly, the position of the surface of the tread 4 that is radially outside the acceleration sensor 11) is referred to as a measurement point.
  • the acceleration waveform extracting means 12 extracts a radial acceleration waveform which is a time-series waveform of the tire radial acceleration acting on the tread 4 detected by the acceleration sensor 11.
  • FIG. 3 is a diagram showing an example of the radial acceleration waveform.
  • the horizontal axis represents time [sec.]
  • the vertical axis represents acceleration [G].
  • a thin solid line is a radial acceleration waveform of a new tire
  • a thick solid line is a radial acceleration waveform of a worn tire.
  • the acceleration differential waveform calculating means 13 obtains an acceleration differential waveform which is a waveform obtained by time-differentiating the time series waveform of the radial acceleration extracted by the acceleration waveform extracting means 12.
  • 5A is a diagram showing an example of an acceleration differential waveform, in which the horizontal axis represents time [sec.] And the vertical axis represents acceleration differential value [G / sec.].
  • a thin solid line is a differential acceleration waveform of a new tire
  • a thick solid line is a differential acceleration waveform of a worn tire.
  • Two peaks appear in the acceleration differential waveform.
  • Front waveform i.e., at the peak of the peak leading edge side shown at a point P f appearing earlier in time, the peak of the end side kick is P k that appears after time.
  • deformation speed index calculating unit 14 the acceleration differential value of the magnitude of the peak P f of leading edge side leading edge side (hereinafter, referred to as differential peak value V tf) it calculates the a deformation speed index V t, This is sent to the standardized deformation speed index calculating means 17.
  • the deformation speed index V t may be used kicking an acceleration differential value of the end-side kick end side derivative peak value V tk, end side kick-out the leading edge side derivative peak value V tf derivative
  • the average value with the peak value Vtk may be used.
  • rotation time calculation means 15 as shown in FIG.
  • Contact time calculating unit 16 calculates the contact time T t is the time between the peak P k end side kick peak P f of leading edge side.
  • Standardized deformation speed index calculating unit 17 the standardized deformation of the deformation speed index V t calculated by the deformation speed index calculating means 14 was normalized using the information of the rotation time T r calculated by the rotation time calculating means 15 to calculate the speed index V n t.
  • the contact time ratio calculation means 18 calculates the contact time ratio CTR by dividing the contact time Tt calculated by the contact time calculation means 16 by the rotation time Tr calculated by the rotation time calculation means 15.
  • CTR (T t / T r ). Since the contact time ratio CTR is almost proportional to the load, it is used as a measure of the load.
  • the wear measure calculating means 19 calculates a wear measure P which is a parameter corresponding to the degree of tire wear.
  • the unit of the wear measure P of the present invention is dimensionless, the influence of the tire size can be reduced.
  • the degree of wear is the same, the smaller the tire outer diameter, the smaller the wear measure.
  • CTR and the conventional wear measure P V [m] are greatly influenced by the tire size (here, the tire outer diameter).
  • the wear measure P of the present invention is used, as shown in FIG. 6B, a new tire having a large outer diameter and a wear product having a small outer diameter can be separated.
  • the storage means 21 stores a CTR-P map 21M for estimating the degree of tire wear, which is obtained in advance.
  • CTR-P map 21M includes a master line L M of the contact time ratio CTR wear products showing the relationship between wear measure P M Noto a residual groove amount obtained in advance is Y M,
  • a master line L N indicating the relationship between a new contact time ratio CTR having a remaining groove amount of Y N and a wear measure P N is drawn on the plane of the wear measure P on the horizontal axis and the wear time P on the vertical axis.
  • Y N 19 mm
  • Y M 3 mm.
  • wear tire approximate expression an expression representing a master line L N an expression representing the called tire new time approximation.
  • Wear tire approximate expression respectively a vehicle equipped with a plurality of tires having different tire sizes, obtained from the contact time ratio CTR data obtained while running wear measure P N of data in different load conditions.
  • the data and the wear measure P N of the above contact time ratio CTR data may be determined by running successively mounted one of a plurality of tires having different tire sizes on the vehicle, a plurality of different tire sizes It may be determined by running a plurality of vehicles each equipped with a tire.
  • the tire size, tire outer diameter D, the tire width W, and, together with the tire height H, wear measure P M is, as shown in equation the following positions (1), CTR and a D ( Assuming that they can be expressed by linear expressions of (W / D) and (2T / D), their parameters ⁇ 1 to ⁇ 5 are determined by regression learning.
  • P M CTR ⁇ ⁇ 1 + D ⁇ ⁇ 2 + (W / D) ⁇ ⁇ 3 + (2T / D) ⁇ ⁇ 4 + ⁇ 5 (1)
  • at least five tire types may be used.
  • the tire wear estimating means 22 uses the N sets of data (CTR k , P k ) sent from the data storage means 20 and the CTR-P map 21M stored in the storage means 21 to wear the tires. to estimate the remaining groove amount Y D is the degree of. Specifically, first, as shown in FIG. 7, N sets of data (CTR k , P k ) stored in the data storage means 20 are plotted on a CTR-P map 21M extracted from the storage means 21. Then, a regression learning is performed to obtain an approximate expression for the target tire, which is a regression line indicating the relationship between the contact time ratio CTR and the wear measure P as shown in the following expression (3).
  • the CTR-P map 21M is created using tires of a plurality of tire sizes instead of performing an actual vehicle test for each tire size.
  • the amount Y D can be estimated efficiently.
  • the conventional wear measure P V that is used divided by the tire size of the tires, Since the influence of the length can be reduced, the degree of tire wear can be accurately estimated.
  • the acceleration sensor 11 detects tire radial vibration input to the tire from the road surface by one input (step S10).
  • the radial acceleration is extracted (step S11).
  • the acceleration differentiated waveform calculating means 13 calculates the acceleration differential waveform is the time obtained by differentiating the waveform of the series waveform when radial acceleration (step S12), the magnitude of the peak P f of leading edge side of the acceleration differential waveform and a is the leading edge side derivative peak value V tf deformation speed index V t this by calculating the difference with (step S13), and the peak P k end side kick peak P f of leading edge side of the acceleration differential waveform It calculates the contact time T t is an interval, the rotation time and T r is the spacing of the peak P k1, P k2 two trailing end side (step S14).
  • step S15 calculates a value obtained by multiplying the cube of the rotation time to a modified speed indicator V t standardized deformation speed index V n t, at contact time ratio calculating means 18 Then, the contact time ratio CTR as a load measure is calculated (step S15).
  • step S17 in wear measure calculating means 19, a standardized deformation speed index V n t to calculate the wear measure P divided by the tire size of the tires, and the data of the calculated abrasion measure P, at step S15
  • the data of the calculated contact time ratio CTR is stored in the data storage unit 20.
  • step S16 it is determined whether or not the number of data of the contact time ratio CTR and the number of data of the wear measure P stored in the data storage means 20 have each reached a predetermined number N (step S16).
  • step S17 when it is determined that the number of data of the ground contact time ratio CTR and the number of data of the wear measure P do not reach the predetermined number N, the number of data becomes n until the number of data reaches the predetermined number N. , The processing of steps S10 to S17 is repeated.
  • step S18 the wear measure calculation means 19 sends the data from the data storage means 20.
  • a target tire approximation formula indicating the relationship between the contact time ratio CTR and the wear measure P is obtained by regression learning.
  • the target tire approximate expression determined in step S18, obtained in advance, abrasion tire approximate expression remaining groove weight of Y M, and the tire and new time approximate expression is remaining groove amount Y N
  • the remaining groove amount Y D of the target tire is obtained (step S19).
  • the number of tire sizes to be used is small, the accuracy of the master line L M is lowered, as in the present embodiment, it is preferred to use at least three tire size.
  • CTR-P used to map 21M wear measure P N of new tire the relationship between the contact time ratio CTR, but determined from the data during running at the time of a new, worn tires wear
  • data and wear measure P of contact time ratio CTR when a vehicle equipped with a plurality of tires having different tire sizes, respectively, were run in a variety of loading conditions A new tire approximate expression obtained from the data of M may be used. However, in this case, it is necessary to increase the number of actual vehicle tests.
  • the present invention can be described as follows.
  • Tire contact point calculated from the magnitude of one or both of the positive and negative peaks appearing in the radial acceleration waveform obtained by differentiating the time series waveform of the tire radial acceleration detected by the acceleration sensor mounted on the tire
  • a wear measure representing the wear of the tire using the wear measure and a contact time ratio that is a ratio of a contact time that is a time interval between the positive peak and the negative peak with respect to the rotation time.
  • the tire wear estimation method for estimating the degree Using the wear measure, the contact time ratio, and the relationship between the wear measure and the contact time ratio obtained by running a plurality of tires having different tire sizes, which are determined in advance, the wear of the tire.
  • a tire wear estimating method characterized by estimating a degree of tire wear.
  • the grounding time of each worn tire obtained by running a plurality of tires having different wear diameters, tire widths, and cross-sectional heights which are different from each other by a predetermined amount under different load conditions.
  • a worn tire approximate expression that approximates the relationship between the grounding time ratio of the worn tire and the wear measure, Outer diameter, tire width, and cross-sectional height obtained by running a plurality of new tires different from each other under a plurality of load conditions, using data of the grounding time ratio of each of the new tires and data of the wear measure.
  • New tire approximation formula that approximates the relationship between the ground contact time ratio and the wear measure of the new tire
  • a predetermined number of data of the contact time ratio and data of the wear measure are accumulated, and determined using the accumulated data of the contact time ratio and the data of the wear measure
  • Target tire approximation formula that approximates the relationship between the contact time ratio and the wear measure of the tire for estimating the degree of wear
  • the tire for which the degree of wear is to be estimated is new, the tire is to be estimated for the degree of wear, obtained by using the data of the contact time ratio and the data of the wear measure accumulated by running the tire for a predetermined number.
  • a value obtained by dividing the wear measure by the tire size of the ear is set as a new wear measure, and the degree of wear of the tire is estimated using the new wear measure.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Tires In General (AREA)
PCT/JP2019/037991 2018-10-05 2019-09-26 タイヤ摩耗推定方法 WO2020071249A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP19869327.7A EP3862196B1 (en) 2018-10-05 2019-09-26 Tire wear estimation method
US17/267,892 US11662272B2 (en) 2018-10-05 2019-09-26 Tire wear estimation method
JP2020550369A JP7348198B2 (ja) 2018-10-05 2019-09-26 タイヤ摩耗推定方法
CN201980065180.2A CN112789182A (zh) 2018-10-05 2019-09-26 轮胎磨损估计方法

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JP2018190290 2018-10-05
JP2018-190290 2018-10-05

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WO2020071249A1 true WO2020071249A1 (ja) 2020-04-09

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US (1) US11662272B2 (zh)
EP (1) EP3862196B1 (zh)
JP (1) JP7348198B2 (zh)
CN (1) CN112789182A (zh)
WO (1) WO2020071249A1 (zh)

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EP4357168A1 (en) 2022-10-18 2024-04-24 Bridgestone Europe NV/SA Tire load monitoring

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EP4140782A1 (en) 2021-08-27 2023-03-01 Bridgestone Europe NV/SA A method to synchronize the time of a tire-mounted sensor to the road impact and measure the contact patch duration and amplitude
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DE102022201475A1 (de) * 2022-02-11 2023-08-17 Continental Reifen Deutschland Gmbh Verfahren und Vorrichtung zur Überwachung eines Profilabriebs eines Fahrzeugreifens

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WO2023067752A1 (ja) * 2021-10-21 2023-04-27 日立Astemo株式会社 物理量検出装置
EP4357168A1 (en) 2022-10-18 2024-04-24 Bridgestone Europe NV/SA Tire load monitoring
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EP3862196A4 (en) 2022-07-20
JPWO2020071249A1 (ja) 2021-09-02
EP3862196B1 (en) 2024-03-06
US20210208029A1 (en) 2021-07-08
JP7348198B2 (ja) 2023-09-20
CN112789182A (zh) 2021-05-11
EP3862196A1 (en) 2021-08-11
US11662272B2 (en) 2023-05-30

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